thomas



P. E T. R. KSIER @a T. BEMISff AIR BRAKE APPARATUS.

APPLICATION FILED FBB.7,1913.

Patented OCU 20, 1914.

'A TIGR/KEY.

STATES PATENT OFFICE.

FRANK Kosten AND THOMAS n. Kosten, oF LUDLOW, KENTUCKY, Am) THOMASBEMIS, or INDIANAroLls, INDIAN@ AIBTBRAKE. APPARATUS.

Specification of Letters Yatent.

Patented Oct. 20, 1914.

Application filed February 7, 1913. Serial No. 746,722.

'T0 all whom. it may concern:l l

Be it known that we, FRAN-K KOSIER, THOMAS R. Kosnt-n, and THOMAS Bmns,citizens of the'Uiited States, 4and the said FRANK Kosisn 'and THOMAS R.KOS'IER bethat the following is a full', clear3'and exact. descriptiontl1ereOf,'reterence being had to' the accompanyingr drawings, in whichlike letters refer to like parts.

Une object of this lnvention 1s to provide an air brake system with Athemeans forre-' plenishing or recharging the auxiliary reser-l voirs onthe cars While retaining the brake cylinders inbra-king condition, thatis, retz'iining in the brake cylinders the air which hasbeen previouslyintroduced therein to applyfthe brakes. Therefore, with this` in ventionthe engineer of atti-ain can apply his brakes and have control ot histrain through his ai r brake system while recharginf.r -the auxiliaryreservoirs.

Tit-h the braking- 'systems heretofore in use it has been impossible forthe origineel' to recharge the auxiliary reservoirs withoutreleasingrthe brakes on his train. Hence the engineerA has been often unable toproperly `eontrol his train While.,approachinga stop, or `while goingdown a grade, partielllarly a variable gradctbut with this invention hewill have complete and sensitive con- -trol of .the trai'n at alltilnesjfor he can recharge his auxiliary reservoirs while his brakes are.still applied.

Another feature of the invention is to pro vide. the air brake systemwith means where. by the, bra kes4 on some of the ears may be relerscdWhile the brakes on the other cars are. retained, and the. preferablearrangement is such that the brakes on every other car in the train canbe reieased and the brakes on the remaining cars retained, and inconjunction with the. features of the invention above described, theauxiliary reservoirs on the cars can be recharged while the brakes ouevery alternate car are still applied, and then the brakes on the carswhich i'irevionsly were. released can be set and the brakes-on the carswhich are previouslyT applied eau be released. In other Words, after thebrakes have al1 been initiallyset, the engineer can alternately releaseandtretan the brakes on the ears so as to avoid the eze cessive heatingand the bursting of the wheels during a long period of braking, as, forinsta-nce, While on a long grade. It has been often necessary to stopthe train in Orderto cool the wheels, but- With this invention stoppingthe train becomes unnecessary because tfhe brakes on a car .may bealternately retained and released so that the wheels may be cooled whilethe train is continuing.

The full nature of the invention will' be understood fronrtheaccompanying dra-W- ings'and Jfollowing description audvclainis.

In the drawings, Figure l is a plan View, somewhat a diagram, of an airbrake system including our invention, the brakes andl other well knownparts of air brake syste-ms being omitted for clear-ness. Fig. "2v is anelevation of the valve mechanism in the en,- gineers cab and theconnections therewith, the connections being partially broken away. Fig.3 illustrates a modified form of said valve mechanism produced here forthe purpose of making the explanation of the mechanism clearer; `Fig. 4is a central longitudinal section through the valve mechanism forcontrollimgT the. escape of air from the exhaust. pol't of the triplevalve., the valve being shown in a closed position, a-nd part-sbeingbroken away. Fig. 5 is .the same as Fig. 4 with the valve in anopeiii position.

T-n thefirst place. it must, be understood that the regular air brakesystem heretofore familiar to those skilled in the. art'is to beemployed in the airbrakc system herein set forth and irufludin,"` ourimprovements and trolsv the operation and exhaust of the brake cylinder,and the. triple valve has an exhaust port 17, as shown 1n Figs. t and 5.Our 1nvention is not to' any particular waywithout using our invention,and then sa asses out by valvestem -22 and valve 21 throlilgh pipesvalve mechanlsm. At each end of each pipe Fig. 1. Thatis, the additionalpipe line, of

tion is used, just the same as trains hereto# the. pipe 20,. and thereis a' piston 23 connected with the other side of said valve for cap 25screwed. thereon, andfrom the part.

i "This discharge' member 27 extends parbe a ed. for convenience theretainervalve '8l' and formation, ut saidxpipe 34 on each car structionof the foregoing parts,a1'idV it is'l contemp-lated that the entireltrain be equipped with saldparts when our' inverti.

fore h ve been equipped.

As s own in'Figs. 4 and 5, there is a valve mechanism connected with thee1 :haust"port 17' of .the triple valve 12, said valve mechansmconsisting of a pipe 20' connected with, the exhaust port of the ,triplevalve. .The other end of said V.pipeis closed by a valve 21, which ismounted on a .va1ve .stem 22' angular in c ross section and operating inoperating and controlling it. Said iston operates 1n a valve chamber 2 9forme ofa .casing consisting yof the member 24 and al 24 of s aidcasing-there is an exhaust pipe 26 leading toa horizontal Vdischargemember 27 having an outlet at `each end, see 4.

allelvith the car: A 'pipe 30 leads from the valvqphamber 29. Thevalve'21 is o n and.

inthe condition shown in Fig.A 5 w en the brake system is operating inthe ordinary' the, exhaust, from the triple valve 20-*a`nd 26 throughthe disch'ar e 27j.

Th valve mechanism just escribe'd 'may mechanism, andthe valve chamber29 thereof is connected by a pipe 30 with a 'retainer valve line` pipe31, see Fig. 1. Within the pipe 30 there4 is a' plug 32 within reducedport '33, said. plug bein-g' inserted in said. p' pe to reduce or avoidthe hammer blow of the piston 23.

As shown in Fig. 1i, thereis a retainer valve line pipe 31 on each car,and there isA also on each car anauxiliary pipe 34 parallel with the pie 31 and of the same length is not directly connect with the retainer 31and pipe 34 there is' the usual hose coupling. 35,and angle cock 36,excepting that the hose connections are arran ed to be coupled in adiagonal order, as s own, so that the retainer valve pipe line 31 on onecar is connected with the auxiliary pipe 34 on the nextl car or cars,and, conversely, the auxiliary pipe 34 on eachcar is connected with theretainer valve pipe line 31 on the adjacent car or cars. Therefore,considcrin the whole trai-n system, there are provi ed two pipe lines inaddition to the regular train line, and each additional pipe lineconsists of sections made up of pipes 3l and 34 alternating with eachother throughout .which ipe Illin the first car shown irl-Fig. 1l is therstsection, iseomposed first of said pipe 3 1, 4then of pipe 34- on thesecond car,

ourth car, and-'scam One of these additionaL lines is d 'ntrolled by thevalve 40 in :pipe 41 extendin in the cab of the engine Iand the other adtional line controlled -by the va1ve42in pipe43 in the cab of the.engine,as illustrated in'Fg. 1.

In the cab of the engine there is a pi ,44 connected with the mainreservoir o the brakesystem, -not shown' herein, and whichv 'extends tothe controllin valve 45.

41 and V43 by an intermediate pipe 46 there' is a release valve 47, andthere is also apressure gage 4 8, The valve mecha- 3, and-theparticular. showing therein is madechiefly for -thep ose of"e1earness,because in actual installation of the invention the -forrnl shown inFig. 2'wou1d be,

there is ethnie-"way valvegfl, which does the work y'and takes theplacglof the valves 45 and 47 shown in Figs. 1 aud 3.-

In operatiomjall the brakes in are Iirst a plied on set in 'theusual'nimmer'. Then, if t e engineer desires to replenish 'or 4rechargethe 'auxiliary reservoirs on the train without' releasing the brakes andwhile all of them are still app1ied, he- Will'open. valve 45 andthenboth valves 40 and 42, and the effect will be to close everyvalve 21in out the train, bringing them all to the condition shown in. Fig.- 4soas to close'the exhaust port from the brakecylinder through the triplevalve and maintain the ai'rpressure in the'brake cylinder and fthusretain 4the brakesin their set condition. With the brake cylinders 4thusretained in braking con; dition, the engineer can recharge his auxiliaryreservoirs 13 throughout the entire 'system and increase the pressuretherein, nnd .he doesthis throughthe ordinary parts of the brake systemheretofore employed. If the engineer finds Ait necessary or desirable torelease some of the brakes in order to cool the wheels, or for-any otherpurpose, he can open the valve 40, say, leaving the valve'42 ing valve21 on every other car or every car `to which that particular auxiliaryline controlled by valve 40 extends. Then the engine'r releases thebrakes by means of his brake valve on' the main train line, and thatreleases every brake in the train exccptjng those retained by the meansjust described. vThat is, in the illustration above referred to everybrake connected with the line controlled by valve 40 would be released.While scid additional line, as shown the cntire'length of the train, asis clear in in Fig. l, is alternating, still it need not preferable. Inthef form sho'wn in Fig. 2.

theI naief closed, and thus he will operate -the retain! pipe.44 isconnected with th ofthe pipes' pipe 46. In

nism jlst described is shown in Figs. 1- and loof all the retainingvalve mechanlsmsthroughf los alternate all th'eway through the train.A-.ll

of the cars need not be coupled'up diagonally, isshown in Fig. 1 unlessit be so desired. The point is that some of the cars can be in one oftheadditional lines andthe other cars connected with the other line.

The connections between the pipes on dilierent cars may be arrangeddiagonally, as

shown in Fig. 1, 'or n ot as desired. AfterA thus releasing somelof thebrakes as above i of brakes so that the Wheels on the cars will be keptcool. Whenit is desired to -relieve the pressure in either one or bothof .the additional lines,l the exhaust valve 47 is opened, and then thebrake cylinder pres,- sure will return all the retaining valves 2l tothe normal open position shown in Fig. 5.

vWe are aware of the fact that the main train line is usually arrangedunder each car at one side of the center at one end of the' 'car andcrosses over to the other side of the center at the `other' end of thecar, so that the ends of the main train 4line of each car will beequally distanced from the diagonally opposite corners of the car..l Inthe drawings herein such arrangement has not been shown to avoidconfusion. In actual construction the same arrangement should be madealso with reference tothe addiP tional pipe lines formed of sections 3land 34,' but these also have not been shown, crossed herein. in order toavoid confusion in' -the understanding of the drawings and the operationof the device, as it would confuse and make the' drawings very diliicultto understandA ifall these pipe lines were crossed in the drawings oneach car as lthey would be crossed in actual construction and as is wellunderstood by those skilled in the f A line ruiming from and controlledin the cab The invention is not necessarily limite'd to the particulararrangementA or construction of the retainer valve mechanism or theexhaust valve mechanism hereinset. forth, as the Asame may be-varied inmany ways in lconstruction and still accomplish the desired 'resultsherein described.

Furthermore, the valves in said valve mechanisms and other parts thereinhave not been diawnto the exact scale such as would be adopted in theactual construction and operation of the apparatus. However, in thepractical construction thereof,- the diameters or sizes of the valvesand pistons are so proportioned as to enable the large val-ve or pistonat the low pressure exerted upon it by the engineer to overcome thegreater pressure exerted againstbthe small valve, and thus move thepistons and-.valves into their -actuating or altered positions, as hasbeen heretofore .ex-

The Word f engineer as usedherein and in .the claims is meant to includeall operators or persons who have control of' the air brake mechanism iuthe same sense, substan? tially, as the engineer of atraindr-awn by-alocomotive. Inasmuchfas the invention applies equally well to electriccars andtrainswhere the word engineer is not ordinarily used, butmotormarn or some other such word is employed, the word engineerherein'is meant to include a motorinan as well as any 4other operator inthe same situation as an engineer;

We claim as our invention:

1. Air air brake system including a train l line'running from andcontrolled inthe cab of the engine, a plurality of 'brake cylinders,

auxiliary reservoirs and triple valvescon- 4nected with said train line,a retaining valve for closing the exhaust-mrtof each triple valve, aplurality of ad itional air lines in communication with the mainreservoir, one of said air lines leading to some of the retaining valvesand the other air line or, lines leading to other retaining valves, andvalve mechanism for controllingsaid plurality of additionalair lines,whereby air may be in,- troduced through both of said additional airlines or either of them, as desired'.

2. An air brake system including a train line running from andcontrolled in'- the cab of the engine, a plurality of brake cylinders,

auxiliary reservoirs and triple valves connected with said train line, aretaining valve for closing the exhaust Vport of. each triple valve, aplurality of additional air lines in communication with the'mainreservoii, one

taining valves and the other air lineorhlines leadinglto other retainingvalves, and valve mechanism for controlling each addi-tional air line aswell as-both additional air lines.

3. An airv brake system including a train of the engine, a plurality 'ofbrake cylinders, auxiliary reservoirs and triple valves con-- nectedwith said train line, a retaining valve for closing the exhaust port ofeach triple valve, a plurality of additional air lines in communicationwith the main reservoir, one of said air lines leading to some of there- .taining valves and the other air liuc or lines 105 ,of said airlines leading to some of the refor closing the exhaust port of -eachtriple valve, a plurality of additional air lines exl tending4throughf'nit the series and incomadditional air lines.

5. An air brake system for and a locomotive including a tr-ain linecontrolledby the engineer in .the locomotive, a4

brake cylinder, auxiliary reservoir and triple valveion each car andconnected Vi'vithraid train line, a retaining .valve for closing the'exhaust port of each triple valve, a plurality of additional air linesextending throughout .the length ofthe train and in communication withthe air reservoir the locomotive, one of said additional an'.

lines beingV` connected with .the retaining valve on everyalternate carand the other .additional air linebeing connected. with the retaining'valves'on the other alternate cars,

andl valve meclianism in the locomotive for.

controllingsaid additional air lines.

6. An air-brake system-for a train of cars and a locomotive including atrain line extending from the locomotive, a brake cylinder, auxiliaryreservoir and triple valve on each car fandconnectedwith said trainline, a retaining valve forclosing the ex haust port of each tripleval-ve, a pipe extending for ythe length of'each car connected with.said valve, a second and parallel pipe on each car, hose couplings.connecting-the ends of each cfsaid pipes on 'one cai-'with thediagonallyfopposite ends of the other pipe on the adjacent cars so as tomake two additional air lines, apipe leading' rom each airline int`o thelocomotive, and valve mechanism in the locomotive for. control i lingboth-additional air lines. a train of cars '7. An air brake stem'including a. tra-in line, a brake cylin er, an auxiliary reservoir, atriple .valve connected therewith and 'with the tranline, 'a retainingvalverfor closing-the exhaust port from the triple valve,I an exhaustvalve connected with the tra-iii line, and a single additional air line4connected with both the retaining valve and exhaust -va-lve and adapted.to be controlled by fthe engineer for introducing air'under 'pressuretherethroughto said valves, and a g-.ge connected with said additionalair ne, .whereby the engineer will be enabled toioperate the retainingvalve Without operating the exhaust valve.

In witness whereof, We have hereunto aff Afixed our signatures in thepresence ofthe witnesses herein named.

FRANK KOSIER. THOMAS It.4 KOSIER. THOMAS BEMIS. lVitiiesSes;

J. H. WELLS,

iO.' M. McLAUei iLiN.

